Self propelled air cushion supported aircraft cargo loading systems and methods

ABSTRACT

A cargo management system may include an air cushion cargo shuttle, an air cushion cargo shuttle, an air blower configured to blow air beneath the air cushion cargo shuttle and a shuttle drive unit that interacts with a linear guide rail and configured to cause linear motion, wherein the shuttle drive unit is configured for self-propulsion.

FIELD

The present disclosure relates generally to cargo management systems.

BACKGROUND

Conventional aircraft cargo systems typically include various tracks androllers that span the length of an aircraft. Power drive units (“PDUs”)convey cargo forward and aft along the aircraft on conveyance rollerswhich are attached to the aircraft floor structure. Cargo may be loadedfrom an aft position on an aircraft and conducted by the cargo system toa forward position and/or, depending upon aircraft configuration, cargomay be loaded from a forward position on an aircraft and conducted bythe cargo system to an aft position. Conventional systems are typicallydesigned to accommodate a particular pallet size. Conventional systemsare typically comprised of numerous components that may be timeconsuming to install, replace and maintain.

SUMMARY

The features and elements described herein may be combined in variouscombinations without exclusivity, unless expressly indicated otherwise.These features and elements as well as the operation thereof will becomemore apparent in light of the following description and the accompanyingdrawings. It should be understood, however, the following descriptionand drawings are intended to be exemplary in nature and non-limiting

A cargo management system is provided comprising an air cushion cargoshuttle, an air cushion cargo shuttle, an air blower configured to blowair beneath the air cushion cargo shuttle and a shuttle drive unit thatinteracts with a linear guide rail and configured to cause linearmotion, wherein the shuttle drive unit is configured forself-propulsion.

BRIEF DESCRIPTION OF THE DRAWINGS

The subject matter of the present disclosure is particularly pointed outand distinctly claimed in the concluding portion of the specification. Amore complete understanding of the present disclosure, however, may bestbe obtained by referring to the detailed description and claims whenconsidered in connection with the drawing figures.

FIG. 1 illustrates a portion of a cargo management system, in accordancewith various embodiments;

FIG. 2 illustrates a portion of a cargo management system, in accordancewith various embodiments;

FIG. 3A illustrates an air cushion cargo shuttle guide assembly, inaccordance with various embodiments; and

FIG. 3B illustrates the underside of an air cushion cargo shuttle guideassembly, in accordance with various embodiments.

DETAILED DESCRIPTION

The detailed description of various embodiments herein makes referenceto the accompanying drawings, which show various embodiments by way ofillustration. While these various embodiments are described insufficient detail to enable those skilled in the art to practice thedisclosure, it should be understood that other embodiments may berealized and that logical, chemical, and mechanical changes may be madewithout departing from the spirit and scope of the disclosure. Thus, thedetailed description herein is presented for purposes of illustrationonly and not of limitation. For example, the steps recited in any of themethod or process descriptions may be executed in any order and are notnecessarily limited to the order presented. Furthermore, any referenceto singular includes plural embodiments, and any reference to more thanone component or step may include a singular embodiment or step. Also,any reference to attached, fixed, connected, or the like may includepermanent, removable, temporary, partial, full, and/or any otherpossible attachment option.

As used herein, “aft” refers to the direction associated with the tailof an aircraft, or generally, to the direction of exhaust of the gasturbine. As used herein, “forward” refers to the direction associatedwith the nose of an aircraft, or generally, to the direction of flightor motion.

Aircraft cargo management systems as disclosed herein allow cargo to beloaded into an aircraft and positioned within the aircraft in a simple,elegant manner. In that regard, aircraft cargo management systems asdisclosed herein may reduce part count and associated replacement/wearcosts over time.

With reference to FIG. 1 aircraft cargo management system 100 isillustrated using an x, y, and z axes for ease of illustration. Aircushion cargo shuttle 114 and 116 are shown forward of an aft portion ofan aircraft. Floor panel 112 is shown beneath air cushion cargo shuttle114. Floor panel 150 is shown beneath air cushion cargo shuttle 116. Asused with respect to air cushion cargo shuttle 114 and 116, the term“beneath” may refer to the negative z direction. Support rails 222 and224 are shown laterally adjacent to floor panels 112 and 150. Supportrails 222 and 224 may be mounted to another aircraft component, such asan airframe, and may be capable of supporting the weight of cargo. Floorpanel 112 may comprise at least one of a composite material or ametallic material.

Cargo 202 is shown as resting on support rails 222 and cargo 201 isshown as resting on support rails 224. Cargo shuttle 116 may be used tolift cargo 201 (in a positive z direction) off support rails 224 andmove cargo 201 forward or aft.

With reference to FIGS. 2, 3A and 3B, air cushion cargo shuttle 116 isshown. It should be understood that air cushion cargo shuttle 114 issimilarly structured and thus the features discussed herein relative toair cushion cargo shuttle 116 are also applicable to air cushion cargoshuttle 114. With reference to FIG. 3A, cargo shuttle 116 may comprise ashuttle drive unit 301 (SDU). SDU 301 may be a unit which travels withthe cargo down the length of the aircraft. SDU 301 may take any form.SDU 301 may be configured to accelerate and decelerate a load on top ofcargo shuttle 116. SDU 301 may be configured such that cargo shuttle 116is self-propelled. As used herein “self-propelled” may refer tointernally producing a force which results in lateral motion. SDU 301may take the form of a rack and pinion system, where movement of atleast one of the rack or the pinion results in movement of cargo shuttle116. SDU 301 may take the form of a wheel and track. SDU 301 may takethe form of a linear motion machine. According to various embodiments,and with reference to FIG. 3B, a shuttle drive system is disclosed whichcomprises a SDU 301 unit and a shuttle drive guide (e.g., the rack,rail, track, and/or the like) on which the SDU 301 rides. According tovarious embodiments, SDU 301 comprises at least one power drive unit210.

Power drive unit 210 may be coupled to cargo shuttle 116. Power driveunit 210 may be configured to move the cargo shuttle 116 either forwardor rearward, e.g., such as to move a cargo container to a desiredlocation and/or move cargo shuttle 116 to a desired location. Though anydesired mechanism for achieving movement may be utilized, according tovarious embodiments and with renewed reference to FIG. 2, a rack 235 andpinion 230 system may be utilized. For instance, the rack 235 and pinion230 may comprise a pair of members with interlocking gear teeth thatconvert rotational motion of pinion 230 into linear motion of cargoshuttle 116 with respect to rack 235. Thus, a generally circular gearreferred to herein as the pinion 230 may engage gear teeth on agenerally linear gear bar referred to herein as the rack 235. Rotationalmotion applied to the pinion 230 may impart movement of cargo shuttle116 with respect to rack 235, thereby translating the rotational motionof pinion 230 into the linear motion of cargo shuttle 116. Withreference to FIG. 3B, rotation of a shaft 237 coupled to the pinion 230is converted to linear motion. The shaft 237 may be rotated by a motor,e.g., power drive unit 210. Power drive unit 210 may be coupled to apower source. The power source may be any desired power source. Forinstance, the power source may be a battery 370 housed on air cushioncargo shuttle 116 and/or a battery external to air cushion cargo shuttle114 (not shown).

With continued reference to FIG. 2, power drive unit 308 and roller 306are shown in air cushion cargo shuttle 114. Power drive unit 308 maydrive cargo such as cargo 201, onto and off air cushion cargo shuttle114. Roller 306 may facilitate movement of cargo 201 with respect to aircushion cargo shuttle 114.

With renewed reference to FIG. 3B, centrifugal air blower 304 is showncoupled beneath air cushion cargo shuttle 116. Air cushion cargo shuttle116 may comprise one or more centrifugal air blowers. Centrifugal airblower 304 is controlled by centrifugal air blower controller 322. Aircushion cargo shuttle 114 may comprise one or more centrifugal airblower controllers. In various embodiments, each centrifugal air blowerhas one associated centrifugal air blower controller, though in variousembodiments one centrifugal air blower controller controls multiplecentrifugal air blowers. Centrifugal air blower controller 322 mayprovide power and instructions to centrifugal air blower 304 to controlhow and when centrifugal air blower 304 operates. Centrifugal air blower304 comprises inlets 314. Inlets 314 allow the centrifugal air blower304 to receive air from outside volume 302 and deliver that air tovolume 302. In various embodiments, each centrifugal air blower has oneassociated inlet, though in various embodiments one centrifugal airblower is associated with multiple inlets. In further embodiments, asingle inlet may supply air to one or more centrifugal air blowers.

Volume 302 of air cushion cargo shuttle 116 is shown in fluidcommunication with an outlet of centrifugal air blower 304. In thatregard, centrifugal air blower 304 may blow air beneath air cushioncargo shuttle 116 and, more specifically, into volume 302. Volume 302 isshown in proximity to floor panel 150 (with brief reference to FIG. 1).

As shown, air cushion cargo shuttle 116 has four centrifugal air blowercontrollers 322, 324, 326, and 318 driving four centrifugal air blowers304, 330, 332, and 334 to blow air into four different volumes 302, 344,346, and 348. Each centrifugal air blower controller may furthercomprise a proximity sensor that may be configured to measure theproximity of a portion of air cushion cargo shuttle 116 to floor panel150 (with brief reference to FIG. 1). For example, location sensors,such as proximity sensors 352, 354, 356 and 358 may be associated witheach centrifugal air blower controller 322, 324, 326, and 318. Proximitysensors 352, 354, 356 and 358 may be used in a closed loop controlmechanism to modulate the output of four centrifugal air blowers 304,330, 332, and 334. In that regard, centrifugal air blower controllers322, 324, 326, and 318 may command four centrifugal air blowers 304,330, 332, and 334 to blow air into volumes 302, 344, 346, and 348 untilthe proximity sensors 352, 354, 356 and 358 indicate that a desiredproximity has been reached.

Moreover, data from proximity sensors 352, 354, 356 and 358 may be usedto detect and compensate for uneven cargo loads. For example, in theevent cargo 201 shifts to one portion of air cushion cargo shuttle 116or otherwise exerts more force on a portion of air cushion cargo shuttle116 relative to another, data from proximity sensors 352, 354, 356 and358 may detect that one portion of air cushion cargo shuttle 116 is notas far from floor 150 as one or more other portions of air cushion cargoshuttle 116. In that regard, where insufficient distance from floorpanel 150 is achieved, a centrifugal air blower controller may commandits associated centrifugal air blower to increase output to compensatefor the uneven load.

In that regard, in operation, cargo such as cargo 201 may be loaded ontoair cushion cargo shuttle 116 at an aft position. Cargo 201 may bepositioned onto air cushion cargo shuttle 116 using power drive unit 308and roller 306. During loading of cargo 201, air cushion cargo shuttle116 may be in contact with floor panel 150. Once cargo 201 is suitablypositioned on top of air cushion cargo shuttle 116 (where the phrase “ontop” in this context may refer to distance across the positive zdirection), a control system for centrifugal air blower controller 322may instruct centrifugal air blower 304 to begin operation. In thismanner, air from inlets 314 is pulled into centrifugal air blower 304and centrifugal air blower 304 blows this air into volume 302. As moreair is blown into volume 302, the increased air pressure may act to liftair cushion cargo shuttle 116 apart from floor panel 150. In thiscontext, the phrase “lift apart” may refer to movement of air cushioncargo shuttle 116 in the positive z direction. In various embodiments,the pressure in volume 302 may reach between 1 psi (6.89 kPa) to 10 psi(68.9 kPa), between 2 psi (13.7 kPa) and 6 psi (41.3 kPa), and about 4psi (27.5 kPa), where the term about in this context may refer to ±0.5psi (3.4 kPa).

A control system comprising, for example, a processor and a tangible,non-transitory memory may be configured to be in electrical and/orlogical communication, such as wired or wireless communication, withcentrifugal air blower controller 322. The control system may instructthe centrifugal air blower controller 322 to start, stop, and modulatethe output of centrifugal air blower 304.

During operation of centrifugal air blower 304, cargo 201 may lift apartfrom floor panel 150, thus reducing the friction between air cushioncargo shuttle 116 and the floor panel 150. Stated another way, dryfriction may be equal to the coefficient of friction multiplied by thenormal force. By eliminating the contact between air cushion cargoshuttle 116 and the floor panel 150, the two surfaces do not interact tocause friction. In various embodiments, there may be contact between aircushion cargo shuttle 116 and the floor panel 150 during operation ofcentrifugal air blower 304, though the air pressure will oppose thenormal force (i.e., force in the negative z direction) exerted by cargo201 and thus friction will be reduced because of this reduction in thenormal force.

With renewed reference to FIG. 2. while cargo 201 is lifted apart fromfloor panel 150, a force exerted by SDU 301 may cause cargo shuttle 116to move (e.g., torque exerted by power drive unit 210A, 210B on shaft237A, 237B may cause pinion 230A, 230B, to rotate, causing cushion cargoshuttle 116 to move linearly with respect to rack 235). The controlsystem may instruct the centrifugal air blower controller 322 to turnoff or lower the output of centrifugal air blower 304. In that regard,due to loss of air pressure in volume 302, air cushion cargo shuttle 116may move in a negative z direction and contact floor panel 150. As aircushion cargo shuttle 116 moves towards floor panel 150, cargo 201 maycome to rest on support rails 224. Thus, the air cushion cargo shuttle116 may separate from the cargo 201 as the cargo 201 is restrained frommotion in the negative z direction by support rails 224. A force exertedby SDU 301 may cause cargo shuttle 116 to move from under cargo 201,such as back to a home position. In this manner, air cushion cargoshuttle 116 may be brought aft to load additional cargo. Additionalcargo may now be loaded and the process may proceed again.

Benefits, other advantages, and solutions to problems have beendescribed herein with regard to specific embodiments. Furthermore, theconnecting lines shown in the various figures contained herein areintended to represent exemplary functional relationships and/or physicalcouplings between the various elements. It should be noted that manyalternative or additional functional relationships or physicalconnections may be present in a practical system. However, the benefits,advantages, solutions to problems, and any elements that may cause anybenefit, advantage, or solution to occur or become more pronounced arenot to be construed as critical, required, or essential features orelements of the disclosure. The scope of the disclosure is accordinglyto be limited by nothing other than the appended claims, in whichreference to an element in the singular is not intended to mean “one andonly one” unless explicitly so stated, but rather “one or more.”Moreover, where a phrase similar to “at least one of A, B, or C” is usedin the claims, it is intended that the phrase be interpreted to meanthat A alone may be present in an embodiment, B alone may be present inan embodiment, C alone may be present in an embodiment, or that anycombination of the elements A, B and C may be present in a singleembodiment; for example, A and B, A and C, B and C, or A and B and C.Different cross-hatching is used throughout the figures to denotedifferent parts but not necessarily to denote the same or differentmaterials.

Systems, methods and apparatus are provided herein. In the detaileddescription herein, references to “one embodiment”, “an embodiment”,“various embodiments”, etc., indicate that the embodiment described mayinclude a particular feature, structure, or characteristic, but everyembodiment may not necessarily include the particular feature,structure, or characteristic. Moreover, such phrases are not necessarilyreferring to the same embodiment. Further, when a particular feature,structure, or characteristic is described in connection with anembodiment, it is submitted that it is within the knowledge of oneskilled in the art to affect such feature, structure, or characteristicin connection with other embodiments whether or not explicitlydescribed. After reading the description, it will be apparent to oneskilled in the relevant art(s) how to implement the disclosure inalternative embodiments.

Furthermore, no element, component, or method step in the presentdisclosure is intended to be dedicated to the public regardless ofwhether the element, component, or method step is explicitly recited inthe claims. No claim element herein is to be construed under theprovisions of 35 U.S.C. 112(f) unless the element is expressly recitedusing the phrase “means for.” As used herein, the terms “comprises”,“comprising”, or any other variation thereof, are intended to cover anon-exclusive inclusion, such that a process, method, article, orapparatus that comprises a list of elements does not include only thoseelements but may include other elements not expressly listed or inherentto such process, method, article, or apparatus.

What is claimed is:
 1. A cargo management system comprising: an aircushion cargo shuttle having a cargo surface opposite a bottom surface;an air blower coupled to the bottom surface of the air cushion cargoshuttle, wherein the air blower is configured to blow air beneath theair cushion cargo shuttle and proximate a floor panel causing separationbetween the air cushion cargo shuttle and the floor panel; and a shuttledrive unit coupled to the air cushion cargo shuttle, wherein the shuttledrive unit comprises a pinion that interacts with a linear rack on thefloor panel, and wherein a rotational movement by the pinion results inlinear motion of the air cushion cargo shuttle along the linear rack. 2.The cargo management system of claim 1, wherein the bottom surface ofthe air cushion cargo shuttle defines a volume, and wherein the airblower is configured to blow air into the volume.
 3. The cargomanagement system of claim 1, wherein the rotational movement of thepinion is driven by a shaft rotated by a motor coupled to the aircushion cargo shuttle.
 4. The cargo management system of claim 1,wherein the floor panel comprises at least one of a composite materialor a metallic material.
 5. The cargo management system of claim 4,further comprising a support rail laterally adjacent to the floor paneland disposed in a direction parallel to the linear rack, wherein thesupport rail is configured to support cargo.
 6. The cargo managementsystem of claim 1, wherein the air blower is a centrifugal air blower.7. The cargo management system of claim 1, wherein the air cushion cargoshuttle comprises an air inlet located between the cargo surface and thebottom surface, and wherein the air inlet is in fluid communication withthe air blower.
 8. The cargo management system of claim 1, wherein theair blower is controlled by an air blower controller.
 9. The cargomanagement system of claim 8, further comprising a proximity sensor inelectronic communication with the air blower controller, wherein theproximity sensor is configured to measure the proximity of the bottomsurface of the air cushion cargo shuttle relative to the floor panel.10. The cargo management system of claim 9, wherein the air blowercontroller is programmed to modulate output of the air blower based ondata from the proximity sensor.
 11. The cargo management system of claim1, wherein the air cushion cargo shuttle comprises a roller coupled tothe cargo surface to facilitate movement of cargo with respect to theair cushion cargo shuttle.